assembly and as a result it went into an orbit instead of an ideal rotation. The motion produced reverse bending load on the bolt heads of the bearing assembly. One of the bolts eventually failed and created a domino effect with the other 5 bolts, causing the bearing cover to open. The clamping load of the bolts had completely diminished. The loss of clamping load that had been caused by the cracked bolt made the blades move. Conduct of emergency Fokker, a participant of the investigation, explained that the Fokker F27 was capable of carrying out a safe single engine operation from any phase of flight. Flight 688 however crashed within 5 minutes after take-off from Multan, raising questions on possible error in other areas. The engine failure started while the aircraft was rolling on the runway at a distance of 4,000 ft. The right engine suffered partial power loss following the separation of the turbine blades, causing the torque to decrease. As a result of the failure, a thrust asymmetry occurred, causing the aircraft to drift towards the right during the roll. The crew successfully controlled the aircraft as it managed to stay on the runway throughout the rest of the roll. At this point, the aircraft had not reached its V1 speed and the remaining runway distance was still suitable for a rejected take off. Contrary to the supposed procedure, the crew decided to continue their take-off roll. The aircraft eventually took off from Multan, albeit using too much runway length due to the engine malfunction. Immediately after take-off, the flight system autofeathered the right engine. The crew decided to manually feather the right engine, even though they had not reached 400 ft above ground. The landing gears were also not retracted, further compromising the aerodynamic capability of the aircraft. Following reports of engine fire and activation of the fire alarm, the captain decided to return to Multan. During his attempt to return, the crew didn't pay much attention to the direction of the runway and caused the aircraft to overbank, reaching 30 degree of bank angle at one point. The multiple overbanking of the aircraft caused the airspeed to deplete even further. As the airspeed continued to drop, the aircraft stopped climbing. It reached a maximum height of 150 – 160 ft before it started to descend rapidly. The bank angle increased greatly to 115 degree and